Modular Cargo Handling System

ABSTRACT

Examples relate to modular cargo handling. An example system for positioning and securing cargo includes a pair of rails extending longitudinally in a parallel configuration. The system includes floor beams coupled between coupling links (e.g., sets of wheels) that removably couple to the pair of rails such that each floor beam can move along the length of the rails with less friction. Each floor beam can include one or more coupling points that can be used to secure units of cargos to the floor beams.

CROSS-REFERENCE TO RELATED APPLICATION

The present patent application is a divisional of U.S. patentapplication Ser. No. 16/182,098, filed on Nov. 6, 2018, the entirecontents of which are hereby incorporated by reference.

FIELD

The present disclosure relates generally to a cargo handling system, andmore particularly to a modular cargo handling system for use within thefuselage of an aircraft.

BACKGROUND

A cargo aircraft is a fixed-wing aircraft specifically designed to carrycargo. Cargo aircraft are often designed with a wide and tall fuselagecross-section that maximizes space available for securing and storingcargo. As such, large ramps and cargo loaders are used to load cargoonto and unload cargo from cargo aircraft and other types of aircraft.The large ramps and cargo loaders, however, can be expensive and requiretime and resources to set up and use.

SUMMARY

In one example, a system for positioning and securing cargo isdescribed. The system includes a first rail and a second rail extendinglongitudinally in a parallel configuration. The system further includesa first coupling link removably coupled to an inner side of the firstrail such that the first coupling link is configured to move along alength of the first rail and a second coupling link removably coupled toan inner side of the second rail such that the second coupling link isconfigured to move along a length of the second rail. The systemincludes a floor beam coupled between the first coupling link and thesecond coupling link. The floor beam includes at least one couplingpoint configured to secure a unit of cargo to the floor beam.

In another example, a method for positioning and securing cargo isdescribed. The method includes coupling a unit of cargo to a floor beam.The floor beam is coupled between a first coupling link and a secondcoupling link, and the floor beam includes at least one coupling pointconfigured to secure the unit of cargo to the floor beam. The methodalso includes coupling the first coupling link to an inner side of afirst rail such that the first coupling link is configured to move alonga length of the first rail and the second coupling link to an inner sideof a second rail such that the second coupling link is configured tomove along a length of the second rail. The first rail and the secondrail extend longitudinally in a parallel configuration.

In another example, an apparatus is described. The apparatus includes afirst rail and a second rail extending longitudinally in a parallelconfiguration. The apparatus further includes a first coupling linkremovably coupled to an inner side of the first rail such that the firstcoupling link is configured to move along a length of the first rail anda second coupling link removably coupled to an inner side of the secondrail such that the second coupling link is configured to move along alength of the second rail. The apparatus also includes a floor beamcoupled between the first coupling link and the second coupling link.The floor beam includes at least one coupling point configured to securea unit of cargo to the floor beam.

The features, functions, and advantages that have been discussed can beachieved independently in various examples or may be combined in yetother examples further details of which can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE FIGURES

The novel features believed characteristic of the illustrative examplesare set forth in the appended claims. The illustrative examples,however, as well as a preferred mode of use, further objectives anddescriptions thereof, will best be understood by reference to thefollowing detailed description of an illustrative example of the presentdisclosure when read in conjunction with the accompanying drawings,wherein:

FIG. 1 illustrates a system for positioning and securing cargo,according to an example implementation.

FIG. 2 is an illustration of the system, according to an exampleimplementation.

FIG. 3 is yet another illustration of the system, according to anexample implementation.

FIG. 4 illustrates the system configured with multiple floor beams,according to an example implementation.

FIG. 5 illustrates the system positioned in the fuselage of an aircraft,according to an example implementation.

FIG. 6 is an illustration of an apparatus, according to an exampleimplementation.

FIG. 7 shows a flowchart of a method, according to an exampleimplementation.

FIG. 8 shows a flowchart of another method for use with the method shownin FIG. 7, according to an example implementation.

FIG. 9 shows a flowchart of another method for use with the method shownin FIG. 7, according to an example implementation.

DETAILED DESCRIPTION

Disclosed examples will now be described more fully hereinafter withreference to the accompanying drawings, in which some, but not all ofthe disclosed examples are shown. Indeed, several different examples maybe described and should not be construed as limited to the examples setforth herein. Rather, these examples are described so that thisdisclosure will be thorough and complete and will fully convey the scopeof the disclosure to those skilled in the art.

Ramps and large cargo loaders are often used to load cargo on and unloadcargo from a cargo aircraft or another type of vehicle or vessel. Forinstance, a ramp is positioned near the opening of a vehicle or vesselto enable a loader (e.g., forklift, crane, or person) to load cargo ontoand unload cargo from the vehicle or vessel. For larger types of cargo,such as large containers and pallets, cargo loaders can be positioned ata fixed location near a vehicle or vessel and used for loading andunloading cargo. A cargo loader can be configured with two platformscapable of rising and descending independently. This way, cargo can belifted and moved on a vehicle or vessel.

The various types of ramps, large cargo holders, and other equipmentoften used for loading and unloading a cargo aircraft and other types ofvehicles can be expensive, which limits their overall availability.Particularly, cargo loaders can be so costly that many airports or otherlocations for loading vehicles do not have them available. In addition,ramps, cargo holders and other equipment are often time intensive to setup and use. With global shipping demands continuing to increase, it isdesirable to be able to quickly and efficiently manage transportation ofcargo using aircraft and other vehicles to limit the duration that cargoremains in the shipping process.

Example implementations presented herein involve systems, apparatuses,and methods that enable efficient and secure cargo management. Cargomanagement involves the safe and secure transportation of cargo (e.g.,goods, materials, etc.) between locations. The cargo management ofteninvolves using one or more vehicles, such as aircraft, vessels, trains,spacecraft, and ground vehicles. The example systems and apparatusespresent mechanical structures designed to enable cargo to be transportedonto and secured on or within an aircraft (e.g., cargo aircraft),vessel, train, spacecraft, or another type of vehicle in a timelymanner. Particularly, the mechanical structures can be used to reducethe force required to move and secure cargo through a design that liftsand guides cargo minimizing the amount of ground-generated frictionencountered during cargo management. In addition, some exampleimplementations present methods for utilizing a system or an apparatusto position and secure cargo on or within an aircraft, vessel, train,spacecraft, or another type of vehicle. Other example implementationsdescribe methods for using a system or an apparatus to efficientlyunload cargo transported on an aircraft, vessel, train, spacecraft, oranother type of vehicle. Further, some examples may involve moving ororganizing cargo within a fixed structure, such as a warehouse, factory,or shop.

The different implementations described herein can be used to secure andmanage various types of cargo for transportation or storage.Particularly, cargo is used herein to represent various goods or objectsthat might be transported on one or more vehicles, such as an aircraft,spacecraft, motor vehicle, train, or ship. As such, cargo can havedifferent sizes and configurations within various examples. Forinstance, some examples can involve transporting cargo in the form ofshipping containers or as objects placed upon pallets. As a result,example implementations can involve mechanical structures designed toaccommodate cargo units with different sizes and configurations.

To illustrate, an example system is configured with a first rail and asecond rail extending longitudinally in a parallel configuration. Therails are arranged in the longitudinal, parallel configuration to serveas a track that can be used to guide the movement of cargo on or off avehicle. For instance, the first rail and second rail can be constructedin the parallel configuration extending longitudinally within a fuselageof an aircraft to enable cargo to be positioned at different locationswithin the fuselage. The rails are used within the system to create atrack that can lift and move cargo without the need for an underlyingfloor beneath the system.

To enable each unit of cargo to be moved and secured individually, thesystem uses physically separate floor beams that are designed to supportcargo units. Particularly, each floor beam is coupled in-between a paircoupling links that attach and enable the floor beams to move along therails. As a result, the floor beams can serve as structures that areable to hold or otherwise secure cargo while the coupling links enablemoving and positioning the secured cargo according to the length of therails. The combination of floor beams and coupling links can lift thecargo units off the ground. This configuration enables moving cargo withless from the ground underneath, which reduces the amount of forcerequired to manage the cargo. In addition, the system can also eliminatethe need for a complete floor system within an aircraft. As a result,the aircraft can use the extra weight allowance for transportingadditional cargo via flight.

In some examples, the system includes a latching system configured tolock floor beams in fixed positions. Particularly, the latching systemcan securely lock one or more coupling links of a floor beam to securethe floor beam in a fixed position. When in a fixed position, the floorbeam can be prevented from unwanted shifting or movement, such as duringtransportation of the vehicle (e.g., during flight of the aircraft) orwhen being used for storage. The latching system can also enable quickunlocking of coupling links to enable efficient movement (e.g.,unloading) of the cargo. Particularly, when unlocked, the floor beam canonce again be moved along the rails and even removed off the railsduring unloading the cargo. For instance, cargo units can be transportedon the floor beams configured with coupling links between multiplevehicles, which can involve the use of multiple rail systems that arephysically separate. The cargo can be also taken off the floor beamwhile the floor beam is on or off the rail system.

Additional platforms or beams can optionally be used to further secureand position cargo. For instance, a platform can be used to connect twoor more floor beams together. The platform can be used to securely holdcargo with a weight of the cargo distributed across the two or morefloor beams coupled together by the platform.

Some example implementations present methods for positioning andsecuring cargo. An example method involves initially coupling a unit ofcargo to a floor beam. Particularly, the floor beam is configured tosupport the unit of cargo to the floor beam. As such, a unit of cargo issecured to the floor beam for further positioning within a vehicle. Thefloor beam can include one or more coupling points that are configuredto engage and secure the unit of cargo on the floor beam. For instance,a coupling point can include an extension (e.g., a raised portion) thatextends into the base of the cargo and a twist pin configured to lockthe cargo to the floor beam. Other types of coupling points can be used,such as extended structures, straps, etc.

The example method further involves coupling the coupling links of thefloor beam to a rail system to enable movement of the floor beamcarrying the unit of cargo along the rails. For example, the floor beammay be coupled in-between two coupling links (e.g., wheels) designed tomove along the rails when coupled to the rails. As such, the couplinglinks can be coupled such that a first coupling link on one side of thefloor beam is positioned to move along a length of the first rail and asecond coupling link on the opposite side of the floor beam ispositioned to move along a length of the second rail. This way, thefloor beam can move along the track formed by the first rail and thesecond rail to enable cargo to be positioned and secured using lessforce due to less friction. In other examples, the coupling links canenable movement of the floor beam in other ways (e.g., gliding along therails).

In some examples, coupling links configured to move along a set of railsare connected directly to the bottom of a cargo unit. For instance, acargo unit can have four coupling links positioned to the base of thecargo unit at four positions. As such, the cargo unit can be moved alongthe set of rails via the four coupling links without requiring the useof a floor beam.

Referring now to the Figures, FIG. 1 illustrates a system forpositioning and securing cargo, according to an example implementation.The system 100 includes a first rail 102, a second rail 104, a firstcoupling link 106, a second coupling link 110, and a floor beam 114. Inother examples, the system 100 may include more or fewer components indifferent arrangements. Additional configurations are described below.

The system 100 represents a mechanical structure capable of positioningand securing cargo. As such, the system 100 can be used to position andsecure cargo within a cargo aircraft or another type of aircraft. Insome examples, the system 100 can be constructed as a fixed part of theaircraft, such as part of the fuselage of a cargo aircraft. In otherexamples, the system 100 is temporarily installed inside an aircraftenabling the system 100 to be removed. The system 100 can also be usedto position and secure cargo on or within another type of vehicle (e.g.,a train, ship, truck, or spacecraft). In addition, the system 100 canalso be used to position and secure cargo within a fixed structure, suchas a warehouse, storage unit, or shop.

The system 100 enables efficient and secure movement and storage ofcargo. In some instances, the system 100 can be used to efficiently loadand organize units of cargo within the fuselage of an aircraft. Cargounits can be moved on to the aircraft and then locked in a fixedposition that helps reduce unwanted movement during flight of theaircraft. Similarly, the system 100 can also be used to efficiently loadand organize units of cargo on or within the structures of other typesof vehicles (e.g., a train, ship, truck, or spacecraft) or within fixedstructures (e.g., warehouse, storage unit, or shop).

The system 100 can enable efficient cargo management partly by reducingthe amount of force needed to move units of cargo. Particularly, thesystem 100 includes rails that can be used to move and position eachunit of cargo off the ground reducing the amount of ground-generatedfriction experienced while moving the cargo. As a result, each unit ofcargo can be moved and secured as desired using less force, which mightreduce the number of people and vehicles required to load or unload thecargo.

In addition to loading cargo onto an aircraft or another type ofvehicle, the system 100 can also be used to efficiently unload units ofcargo. In particular, the system 100 can enable locked units of cargo tobe quickly unlocked and unloaded. In some examples, the system 100 canenable units of cargo to be moved directly from the system 100 ontoanother type of vehicle for further shipping. For instance, the system100 can be used to transfer units of cargo from a cargo aircraft onto atruck or another type of vehicle. The various cargo units can remain onthe floor beams (and corresponding coupling links (e.g., wheels) on theend of the floor beams) and moved in-between vehicles. The cargo unitscan be transferred from the system 100 onto a second system configuredwith a rail system. The second system can be positioned on a vehicle orat a fixed structure. By using the system 100, it is possible to useless resources and time to securely manage cargo, such duringtransportation of the cargo or storage and organization of the cargo.

Within the system 100, the first rail 102 and the second rail 104 areshown extending longitudinally in a parallel configuration. By extendingin a fixed, parallel configuration, the floor beam 114 as well as otherfloor beams or structures may be positioned in-between (or otherwiseconnected to) the rails. When coupled to the rails, the floor beam 114can move longitudinally along the rails without extending or shorteningin length.

The parallel configuration aligns the first rail 102 and the second rail104 as tracks for controllably guiding cargo positioned on floor beamsalong the rails. The tracks formed by the first rail 102 and the secondrail 104 can support the weight of cargo and lift each unit off theground below. This way, a moving force (e.g., a vehicle or one or morepeople) can move cargo along the track created by the first rail 102 andthe second rail 104 with part of the weight of the cargo offset by therail system. The rails reduce the amount of friction working againstmoving the cargo. The first rail 102 and the second rail 104 can liftand position units of cargo to move substantially without friction fromthe ground such that less force is required to move the units intodesired positions. As a result, fewer resources might be used tosecurely move and position cargo for transportation or storage.

In some examples, the first rail 102 and the second rail 104 may extendlongitudinally in the parallel configuration within the fuselage of anaircraft. For example, the first rail 102 and the second rail 104 may becoupled to a surface of a first longeron and a surface of a secondlongeron within the fuselage of the aircraft, respectively. A longeronis a longitudinal structural component of an aircraft's fuselage. Thelongerons can serve as load-bearing components of the framework of theaircraft or another type of vehicle. An aircraft or another type ofvehicle can also include vertical structural components that can be usedto secure the system 100. A vertical structural component can bereferred to as a frame or a column. A first column 120, a second column122, and/or other longerons, frames, and/or columns can be used tosecurely position the first rail 102 and the second rail 104 at aposition (e.g., above the ground) to enable heavy units of cargo to bemoved on floor beams with less or even no friction from a floor.Structural beams and other components of a vehicle can also be used toinstall and position the system 100.

With the first rail 102 and the second rail 104 extending longitudinallyinside the fuselage, cargo may be moved inside and positioned atdifferent locations within the fuselage, including in a back portion ofthe aircraft positioned opposite the opening used for loading. The firstrail 102 and the second rail 104 can also make organization of cargomore uniform with less effort. The rails set up a fixed path for movingunits of cargo preventing cargo from undesired shifting during storageand transport. In addition, the rails can also carry the compressionloads or tension that might occur in the lower half of the fuselageduring landings or other flight maneuvers (e.g., positive or negativegravity maneuvers).

In other examples, the first rail 102 and the second rail 104 may extendinside or on another type of vehicle. For instance, the rails can extendwithin or along a train car, ship, spaceship, or truck. In additionalimplementations, the first rail 102 and the second rail 104 can extendlongitudinally within a building or another structure.

The first rail 102 and the second rail 104 may extend parallel withoutan increase or decrease in slope. As a result, the floor beam 114 may bemoved evenly along the rails without requiring more or less force at anypoint. In other examples, the first rail 102 and the second rail 104 mayextend in the parallel configuration such that one end of the rails ispositioned above or below the other end creating a slope in the railsalignment. The slope can enable the loading or unloading process torequire less force than the opposite process. For instance, when therails are positioned with the inner most ends on the aircraft or othertype of vehicle positioned lower than the other ends of the rails, thedownward slope can cause the force required while loading the cargo tobe less than the force required to unload the cargo.

Within the system 100, the floor beam 114 is configured to move inbetween the rails. The floor beam 114 can be removably coupled to thefirst rail 102 and the second rail 104 via a pair of coupling links(i.e., a first coupling link 106 and a second coupling link 110). Acoupling link is a structure that enables movement of a floor beam(e.g., the floor beam 114) along a rail. The first coupling link 106 inthe system 100 is shown in FIG. 1 as a first set of wheels and thesecond coupling link 110 is shown as a second set of wheels. The firstcoupling link 106 and the second coupling link 110 are included toenable motion of the floor beam 114 along the first rail 102 and thesecond rail 104. Particularly, similar to train tracks or another formof rail system, the first coupling link 106 and the second coupling link110 can couple to and move along the rails.

The first coupling link 106 and the second coupling link 110 are used toreduce friction that may arise between floor beams carrying cargo andthe rails. In the example shown in FIG. 1, the first coupling link 106and the second coupling link 110 are shown as sets of wheels that canreduce the amount of friction generated between the coupling links andthe rails as the floor beam 114 is moved along the rail system. One ormore wheels within each set of wheels making up the first coupling link106 and the second coupling link 110 align within a track formed by eachrail. In other examples, one or more wheels within each set may coupleon top of each rail. The wheels can connect to the rails in other wayswithin examples.

In the example illustrated in FIG. 1, the first coupling link 106 isshown removably coupled to an inner side 108 of the first rail 102.Removably coupled indicates that the first coupling link 106 can becoupled to move along the first rail 102 and can also be removed fromthe first rail 102 altogether. By having the ability to remove the firstcoupling link 106 from the first rail 102, a cargo unit can be coupledto the floor beam 114 prior to positioning the floor beam 104 onto therail system. The floor beam 104 can be moved between different railsystems and also moved independently without a rail system. Forinstance, a unit of cargo might be secured to the floor beam 114 priorto engaging the first coupling link 106 to the first rail 102. Oncecoupled to the first rail 102, the first coupling link 106 can moveaccording to a tract formed by the first rail 102 that guides thecoupling link 106 along a fixed axis of movement (i.e., the length ofthe first rail 102). When coupled to the first rail 102, the firstcoupling link 106 can move along a length of the first rail 102.

The first coupling link 106 is shown in an example configuration thatincludes a block equipped with four wheels positioned on one side of theblock. In particular, each wheel is coupled to an axle that extendsthrough the block. The axle enables the corresponding wheel to rotatealong a tract created by the first rail 102. In addition, the fourwheels part of the first coupling link 106 is shown arranged such that aweight of the floor beam 114 is distributed evenly across the wheels. Inother examples, the first coupling link 106 may include one, two, three,or another quantity of wheels positioned in another arrangement.

The second coupling link 110 is shown removably coupled to an inner side112 of the second rail 104. When coupled to the second rail 104, thesecond coupling link 110 can move along a length of the second rail 104.In particular, the combination of the first coupling link 106 and thesecond coupling link 110 can move in sync along the first rail 102 andthe second rail 104 enabling movement of the floor beam 114. This way,the floor beam 114 can move smoothly along an axis formed by theparallel configuration of the first rail 102 and the second rail 104making it easier to organize multiple cargo units on or within a vehicleequipped with the system 100.

As shown in FIG. 1, the second coupling link 110 includes aconfiguration similar to the first coupling link 106. Particularly, thesecond coupling link 110 includes four wheels arranged such that aweight carried by the floor beam 114 is distributed evenly across thewheels. In other examples, the second coupling link 110 may include one,two, three, or another quantity of wheels.

In other examples, other types of coupling links are used to couple thefloor beam 114 to the first rail 102 and the second rail 104. Forinstance, when the rail has a horizontal pole structure, a coupling linkcan have a structure that positions around or partially around the polesuch that the coupling link can glide along the pole. In anotherexample, the rail and coupling link can form a magnetic subsystem thatuses sets of magnets to repel and push a floor beam up off the rail(i.e., levitation) and other sets of magnets to enable movement of thefloor beam. Other examples of coupling links are possible.

In further examples, a combination of different types of coupling linkscan be used to secure the floor beam 114 to the first rail 102 and thesecond rail 104. The combination of different types of coupling linkscan be used to enable switching between rail systems that are configuredfor different coupling links.

The system 100 is shown with a floor beam 114 coupled between the firstcoupling link 106 and the second coupling link 110. The floor beam 114represents a structure configured to hold a unit of cargo or other typesof objects. By coupling to the first coupling link 106 and the secondcoupling link 110, the floor beam 114 is able to move along the firstrail 102 and the second rail 104. In some examples, the floor beam 114is configured with coupling links (e.g., sets of wheels) as asingle-piece structure.

In addition, the floor beam 114 serves as a connecting structure thatconnects the first coupling link 106 and the second coupling link 110.This way, the floor beam 114 can cause the first coupling link 106 andthe second coupling link 110 to move uniformly along the first rail 102and the second rail 104, respectively.

The size, material, and structure of the floor beam 114 may differwithin example implementations. For instance, the floor beam 114 can beconstructed out of strong, lightweight materials to limit the overallweight of the system 100. The length of the floor beam 114 depends onthe distance between the first rail 102 and the second rail 104. Thewidth and height of the floor beam 114 may vary. The width and heightcan depend on the types of cargo that the floor beam 114 is configuredto support. In some examples, the weight and configuration of the floorbeam 114 can depend on the weight of the cargo unit placed upon thefloor beam 114. Particularly, a heavy cargo unit might be positioned andsecured using a heavier floor beam compared the lighter floor beam usedto position a lighter cargo unit.

As further shown in FIG. 1, the floor beam 114 includes a first couplingpoint 116 and a second coupling point 118. Each coupling pointrepresents a structure configured to engage and secure a unit of cargoto the floor beam 114. In the example configuration of system 100 shownin FIG. 1, the first coupling point 116 and the second coupling point118 have vertical orientations configured to engage the base of a cargounit. Particularly, each coupling point 116 can engage and potentiallyextend into slots in the base of a unit of cargo.

In other examples, coupling points can have other configurations, suchas straps or fasteners, etc. In further examples, the floor beam 114 canengage a unit of cargo in another orientation. For instance, each cargounit might couple and hang from the floor beam 114 while the floor beam114 moves along a set of rails positioned a threshold height above thefloor of the vehicle (e.g., the floor of the fuselage). With thisconfiguration, the floor beam 114 can serve as a hanger that holds cargooff the ground.

The system 100 can include other components that can assist withpositioning and securing cargo (not shown in FIG. 1). For example, thesystem 100 can include a latching system configured to lock the floorbeam 114 and other floor beams in fixed positions. The latching systemcan reduce movement of the cargo during flight or operation of thevehicle transporting the cargo. The latching system can also securecargo in storage.

FIG. 2 is another illustration of the system, according to an exampleimplementation. The partial illustration of the system 100 shown in FIG.2 shows a detailed view of the alignment between the floor beam 114 andthe first rail 102. Particularly, the first coupling link 106 is shownin an aligned position with respect to the first rail 102. In thealigned position, the floor beam 114 can move along the length of thefirst rail 102 using the first coupling link 106 and the second couplinglink 110 (not shown). In other examples, the floor beam 114 can beconnected to the first rail 102 in other ways.

As shown in FIG. 2, the first rail 102 is removably coupled to astructural beam 124 via fasteners 126. The structural beam 124 can bepart of a vehicle selected to transport cargo. In some examples, thestructural beam 124 is part of the fuselage of an aircraft. In otherexamples, the structural beam 124 is part of the interior of other typesof vehicles (e.g., a train). The fasteners 126 used to couple the firstrail 102 to the structural beam 124 are screws and bolts. Other types offasteners can be used, such as adhesives or anchors.

The floor beam 114 is shown with a support 128. The support 128 includesthe coupling point 116 for engaging the bottom of a cargo unit. Thesupport 128 can couple to the structure of the floor beam 114. Thesupport 128 can be included to provide a coupling point 116 or anotherconfiguration to a generic beam used as the floor beam 114.

In other examples, the floor beam 114 can have another configurationthat may or may not include the support 128. The floor beam 114 may notinclude the support 128 to reduce weight or to reduce the complexity ofinstalling and using the floor beam 114. Particularly, other exampleconfigurations for floor beams can include one or more coupling pointspositioned on the structure of the floor beam. In additional examples,the floor beam 114 does not include the coupling point 116.

As shown in FIG. 2, the support 128 can include an extension 130 thatoverlaps a portion of the structural beam 124 supporting the first rail102. The extension 130 could help align the first coupling link 106 andthe floor beam 114 when the first coupling link 106 is initially coupledto the first rail 102. The extension 130 can also align the floor beam114 during movement of the floor beam 114 along the first rail 102. Insome examples, the extension 130 can serve as a fail-safe that securesthe floor beam to the structural beam 124 in a situation where the firstcoupling link 106 slip off the first rail 102. In other examples, thesupport 128 does not include the extension 130.

FIG. 3 is yet another illustration of the system, according to anexample implementation. The side view of the system 100 illustrated inFIG. 3 shows the floor beam 114 coupled to the first coupling link 106.As shown, the floor beam 114 is coupled to the block 131 of the firstcoupling link 106.

As shown in FIG. 3, the first coupling link 106 can include wheels thatalign tightly in the first rail 102. The tight alignment can preventunwanted movement in between the wheels of the first coupling link 106and the first rail 102. Each wheel is shown coupled to the block 131 viaan axle (e.g., the axle 132). Particularly, the axle 132 enablesrotation of a corresponding wheel along the first rail 102. In otherexamples, the wheels can couple in other ways to the first rail 102.

FIG. 4 illustrates the system configured with multiple floor beams,according to an example implementation. The system 100 is shown in anexpanded configuration with multiple floor beams extending between thefirst rail 102 and the second rail 104. Particularly, the system 100includes the floor beam 114, a second floor beam 140, a third floor beam142, a fourth floor beam 144, a fifth floor beam 146, a sixth floor beam148, and a seventh floor beam 150. In other examples, the system 100 caninclude more or fewer floor beams.

In some examples, the system 100 is configured with multiple floor beamsextending in between the first rail 102 and the second rail 104 toenable positioning and securing multiple units of cargo or otherobjects. For instance, the floor beam 114 and the second floor beam 140can be used to secure and position a first unit of cargo while the thirdfloor beam 142 and the fourth floor beam 144 are similarly used tosecure and position a second unit of cargo. As an example, a cargo unitthat extends 10 feet in length can involve using two floor beams thatare spaced approximately 10 feet apart to secure and position the cargounit. Similarly, a cargo unit that extends 40 feet in length can involveusing two floor beams that are spaced approximately 40 feet apart tosecure and position the cargo unit. Other layouts are possible.

In some examples, two or more floor beams can be used to help balance,position, and secure units of cargo and objects. The quantity of floorbeams used within the system 100 to secure a unit of cargo or object candepend on the size or configuration of the unit of cargo or object. Forexample, a series of floor beams can be used for longer objects. In someexamples, units of cargo can be configured with wheels. As such, a floorbeam can be used to secure a portion of the unit of cargo in addition tothe support provided by the wheels on the cargo. The use of floor beamsand a rail system can provide a light-weight structure that can be usedto position and move cargo units.

FIG. 5 illustrates the system positioned in the fuselage of an aircraft,according to an example implementation. The system 100 is shownpositioned within the fuselage 162 of the aircraft 160. In addition, thefuselage 162 also includes additional systems positioned in otherquadrants of the fuselage 162. Particularly, the fuselage 162 includesthe system 100 positioned in a lower left quadrant, a second system 152positioned in the upper left quadrant, a third system 154 positioned inthe upper right quadrant, and a fourth system 156 positioned in thelower right quadrant. In some examples, each system resembles theconfiguration of the system 100 with two rails and floor beams capableof coupling to and moving along two rails within each system.

Aircraft 160 is shown configured with multiple systems to illustrate anexample arrangement that can increase the capacity of the fuselage 162.Particularly, the multiple levels of systems enable cargo units to bepositioned in a two by two rectangular configuration. In other examples,an aircraft can include more or fewer systems. For instance, a smalleraircraft might only include a single system to manage cargo.

In some examples, two or more systems within the fuselage 162 can sharea rail designed to enable multiple coupling links to use sides of therail. For example, the fourth system 156 positioned in the lower rightquadrant can be configured to share the second rail 104 used by thefirst system 100. Particularly, floor beams that align into the fourthsystem 156 can removably couple to a second, opposite side of the secondrail 104 that is not used by floor beams coupling in the system 100. Inother examples, each system can include independent rails that are notused by other systems within the fuselage 162 of the aircraft 160.

FIG. 6 is an illustration of an apparatus, according to an exampleimplementation. The apparatus 200 is an example of the system 100 shownin FIGS. 1-5, in an alternative configuration. As such, the apparatus200 includes floor beam 202 coupled to a rail 206 via coupling link 204.The floor beam 202 further includes a coupling point 208 configured witha twist pin 210.

As shown in FIG. 6, the floor beam 202 can configured with one or moretwist pins (e.g., the twist pin 210) to secure a unit of cargo to thefloor beam. Particularly, the floor beam 202 is shown configured withthe twist pin 210 that can be used to lock a unit of cargo to the floorbeam 202. The top of the twist pin 210 turns and locks into a slot inthe bottom of cargo in response to a user or system turning the handle212 of the twist pin 210. To unsecure the unit cargo to release the unitfrom the floor beam, the handle 212 of the twist pin 210 is rotated backinto the unlocked position.

In addition, FIG. 6 also illustrates an example latching systemconsisting of a first latch 214 and a second latch 216 configured tolock the floor beam 202 in a fixed position. The first latch 214 and thesecond latch 216 can extend into slots in a top portion of the rail suchthat the coupling link is in a fixed position (i.e., unable to move).The first latch 214 may be used alone without the second latch 216inserted and the locking function is not changed. Alternatively, morelatches may be used in addition to first latch 214 and second latch 216and the locking function may not be changed. The latching system can beused to secure cargo coupled to the floor beam 202 using the twist pin210 in a fixed position, such as during transport or times when movementof the coupling link is undesired.

FIG. 7 shows a flowchart for a method, according to an exampleimplementation. Method 300 presents an example method that could be usedwith the system 100 shown in FIGS. 1-5 or the apparatus 200 shown inFIG. 6. In other examples, components of the devices and/or systems maybe arranged to be adapted to, capable of, or suited for performing thefunctions, when operated in a specific manner.

Method 300 can include one or more operations, functions, or actions asillustrated by one or more of blocks 302 and 304. Although the blocksare illustrated in a sequential order, these blocks may also beperformed in parallel, and/or in a different order than those describedherein. Also, the various blocks may be combined into fewer blocks,divided into additional blocks, and/or removed based upon the desiredimplementation.

At block 302, the method 300 involves coupling a unit of cargo to afloor beam. The floor beam is configured to serve as a platform tosupport the unit of cargo. The floor beam can be coupled between a firstcoupling link and a second coupling link similar to the configuration ofthe system 100 shown in FIG. 1. In addition, the floor beam can becoupled between a first coupling link and a second coupling link similarto the configuration of the apparatus 200 shown in FIG. 6.

For some types of cargo, coupling the unit of cargo to the floor beaminvolves coupling the unit of cargo to the floor beam and a second floorbeam such that the floor beam and the second floor beam balance a weightof the unit of cargo. For other types of cargo, coupling the unit ofcargo to the floor beam can involve using a single floor beam or morethan two floor beams.

At block 304, the method 300 involves coupling the first coupling linkto an inner side of a first rail such that the first coupling link isconfigured to move along a length of the first rail and the secondcoupling link to an inner side of a second rail such that the secondcoupling link is configured to move along a length of the second rail.The first rail and the second rail extend longitudinally in a parallelconfiguration. In some examples, a vehicle can be used to position thefloor beam within the fuselage of the aircraft such that the firstcoupling link align proximate the inner surface of the first rail andthe second coupling link align proximate the inner surface of the secondrail.

When the floor beam is coupled between coupling links instead of wheels,the method 300 involves coupling a first coupling link to the first railand a second coupling link to the second rail such that the firstcoupling link and the second coupling link are able to move along alength of the rails.

FIG. 8 shows a flowchart of an example method for use with the method300, according to an example. Block 306 involves positioning the floorbeam and the second floor beam in a locked position relative to thefirst rail and the second rail using a latching assembly. The latchingassembly can include one or more latches configured to lock the couplinglinks (e.g., wheels) coupling the floor beams to the rails in fixedpositions.

FIG. 9 shows a flowchart of an example method for use with the method300, according to an example. Block 308 involves coupling a second unitof cargo to a third floor beam. The third floor beam is coupled betweena third coupling link and a fourth coupling link. Similar to other floorbeams, the third floor beam can include at least one coupling pointconfigured to secure the second unit of cargo to the third floor beam.

The second unit of cargo can be also coupled to one or more other floorbeams. For instance, a fourth floor beam can be used to distributeweight of the second unit of cargo across both the third floor beam andthe fourth floor beam.

Block 310 involves coupling the third coupling link to the inner side ofthe first rail such that the third coupling link is configured to movealong the length of the first rail and the fourth coupling link to theinner side of the second rail such that the fourth coupling link isconfigured to move along the length of the second rail. Particularly,coupling the wheels attached to the third floor beam can position thesecond unit of cargo to the rail system created between the first andsecond rails. The second unit of cargo can then be stored in a position,such as a position next to the other unit of cargo.

By the term “substantially” or “about” used herein, it is meant that therecited characteristic, parameter, or value need not be achievedexactly, but that deviations or variations, including for example,measurement error, measurement accuracy limitations, friction, and otherfactors known to skill in the art, may occur in amounts that do notpreclude and/or occlude the effect the characteristic was intended toprovide.

The description of the different advantageous arrangements has beenpresented for purposes of illustration and description, and is notintended to be exhaustive or limited to the examples in the formdisclosed. Many modifications and variations will be apparent to thoseof ordinary skill in the art. Further, different advantageous examplesmay describe different advantages as compared to other advantageousexamples. The example or examples selected are chosen and described inorder to best explain the principles of the examples, the practicalapplication, and to enable others of ordinary skill in the art tounderstand the disclosure for various examples with variousmodifications as are suited to the particular use contemplated.

What is claimed is:
 1. A method for positioning and securing cargo, themethod comprising: coupling a unit of cargo to a floor beam, wherein thefloor beam is coupled between a first coupling link and a secondcoupling link, and wherein the floor beam includes at least one couplingpoint configured to secure the unit of cargo to the floor beam; andcoupling the first coupling link to an inner side of a first rail suchthat the first coupling link is configured to move along a length of thefirst rail and the second coupling link to an inner side of a secondrail such that the second coupling link is configured to move along alength of the second rail, wherein the first rail and the second railextend longitudinally in a parallel configuration.
 2. The method forpositioning and securing cargo of claim 1, wherein coupling the unit ofcargo to the floor beam comprises: coupling the unit of cargo to thefloor beam and a second floor beam such that the floor beam and thesecond floor beam balance a weight of the unit of cargo.
 3. The methodfor positioning and securing cargo of claim 2, further comprising:positioning the floor beam and the second floor beam in a lockedposition relative to the first rail and the second rail using a latchingassembly.
 4. The method for positioning and securing cargo of claim 3,wherein positioning the floor beam and the second floor beam in thelocked position relative to the first rail and the second rail using thelatching assembly comprises: extending a set of locks into a pluralityof slots in a top portion of the first rail such that the first couplinglink is in a locked position.
 5. The method for positioning and securingcargo of claim 1, wherein coupling the first coupling link to the innerside of the first rail such that the first coupling link is configuredto move along the length of the first rail and the second coupling linkto the inner side of the second rail such that the second coupling linkis configured to move along the length of the second rail comprises:positioning, using a vehicle, the floor beam within a fuselage of anaircraft such that the first coupling link is aligned proximate theinner surface of the first rail and the second coupling link is alignedproximate the inner surface of the second rail.
 6. The method forpositioning and securing cargo of claim 1, further comprising: couplinga second unit of cargo to a third floor beam, wherein the third floorbeam is coupled between a third coupling link and a fourth couplinglink, and wherein the third floor beam includes at least one couplingpoint configured to secure the second unit of cargo to the third floorbeam; and coupling the third coupling link to the inner side of thefirst rail such that the third coupling link is configured to move alongthe length of the first rail and the fourth coupling link to the innerside of the second rail such that the fourth coupling link is configuredto move along the length of the second rail.
 7. The method forpositioning and securing cargo of claim 1, wherein coupling the firstcoupling link to the inner side of the first rail such that the firstcoupling link is configured to move along a length of the first rail andthe second coupling link to an inner side of a second rail such that thesecond coupling link is configured to move along the length of thesecond rail comprises: coupling a first plurality of wheels on the firstcoupling link to the inner side of the first rail; and coupling a secondplurality of wheels on the second coupling link to the inner side of thesecond rail.
 8. The method for positioning and securing cargo of claim7, wherein the first coupling link comprises: a block, wherein the firstplurality of wheels are positioned on a first side of the block, whereineach wheel is coupled to an axle that extends through the block, andwherein the first plurality of wheels are positioned such that a weightof the floor beam is distributed across the first plurality of wheels.9. The method for positioning and securing cargo of claim 8, furthercomprising: coupling the floor beam to the block.
 10. The method forpositioning and securing cargo of claim 1, wherein coupling the unit ofcargo to the floor beam comprises: securing the unit of cargo to thefloor beam via the at least one coupling point.
 11. The method forpositioning and securing cargo of claim 10, wherein securing the unit ofcargo to the floor beam via the at least one coupling point comprises:inserting a twist pin into a slot on the at least one coupling point;and locking the twist pin in the slot to secure the unit of cargo to thefloor beam.
 12. The method for positioning and securing cargo of claim1, further comprising: coupling the unit of cargo to a second floorbeam, wherein the second floor beam is coupled between a third couplinglink and a fourth coupling link, and wherein the second floor beamincludes at least one coupling point configured to secure the unit ofcargo to the second floor beam.
 13. The method for positioning andsecuring cargo of claim 12, further comprises: coupling the thirdcoupling link to the inner side of the first rail such that the thirdcoupling link is configured to move along the length of the first railand the fourth coupling link to the inner side of the second rail suchthat the fourth coupling link is configured to move along the length ofthe second rail.
 14. The method for positioning and securing cargo ofclaim 1, wherein coupling the first coupling link to the inner side ofthe first rail such that the first coupling link and the second couplinglink to the inner side of the second rail comprises: coupling the firstcoupling link and the second coupling link via a magnetic subsystem. 15.A system for positioning and securing cargo in an aircraft, the systemcomprising: a first rail and a second rail extending longitudinally in aparallel configuration, wherein the first rail and the second rail arepositioned within the aircraft; and a floor beam positioned between afirst coupling link and a second coupling link, wherein the firstcoupling link is removably coupled to an inner side of the first railand the second coupling link is removably coupled to an inner side ofthe second rail such that the floor beam is able to move relative to thefirst rail and the second rail.
 16. The system for positioning andsecuring cargo in the aircraft of claim 15, wherein the first rail iscoupled to a first longeron in the aircraft and the second rail iscoupled to a second longeron in the aircraft.
 17. The system forpositioning and securing cargo in the aircraft of claim 15, wherein thefirst coupling link is configured to position at least partially aroundthe first rail and the second coupling link is configured to position atleast partially around the second rail.
 18. An apparatus for positioningand securing cargo in an aircraft, the apparatus comprising: a firstrail and a second rail extending longitudinally in a parallelconfiguration, wherein the first rail and the second rail are positionedwithin the aircraft; and a floor beam positioned between a firstcoupling link and a second coupling link, wherein the first couplinglink is removably coupled to an inner side of the first rail and thesecond coupling link is removably coupled to an inner side of the secondrail such that the floor beam is able to move relative to the first railand the second rail.
 19. The apparatus for positioning and securingcargo in the aircraft of claim 18, wherein the first rail and the secondrail are coupled in a fuselage of the aircraft.
 20. The apparatus forpositioning and securing cargo in the aircraft of claim 18, wherein thefirst coupling link is configured to position at least partially aroundthe first rail and the second coupling link is configured to position atleast partially around the second rail.